2017 STATE OF THE SYSTEM

Transcription

1 2017 STATE OF THE SYSTEM

2 2017 State of the System Report Space Coast Transportation Planning Organization Brevard County, Florida Prepared By: Kittelson & Associates, Inc. 225 E. Robinson Street, Suite 355 Orlando, FL (407) Project No October 2018 i

3 The preparation of this report has been financed in part through grant(s) from the Federal Highway Administration and Federal Transit Administration, U.S. Department of Transportation, under the State Planning and Research Program, Section 505 [or Metropolitan Planning Program, Section 104(f)] of Title 23, U.S. Code. The contents of this report do not necessarily reflect the official views or policy of the U.S. Department of Transportation. ii

4 TABLE OF CONTENTS Executive Summary... ix Countywide Performance Measures... ix Countywide Trends... ix Countywide Safety... x Introduction Background... 2 Monitoring Mobility within the SOS Network... 2 Performance Measurement... 7 Corridor Analysis Methodology... 7 Corridor Congestion Countywide Demographics Countywide Vehicular Mobility Countywide Freight Traffic Countywide Air Quality Corridor Congestion Analysis Evacuation Route Monitoring ITS Infrastructure Multi-Modal Mobility Countywide Transit Mobility Corridor Transit Ridership Analysis Countywide Airport, Port, and Spaceport Trends Pedestrian/Bicycle Facilities Countywide Safety Countywide Safety Analysis Methodology Crash Frequency Analysis Crash Severity Analysis FDOT Strategic Highway Safety Plan (SHSP) Emphasis Areas Corridor Pedestrian/Bicycle Crash Analysis Corridor Vehicular Crash Analysis Countywide Performance Measures iii

5 LIST OF FIGURES Figure 1 Congestion Management System Process Diagram... 4 Figure 2 SOS Roadway Network... 5 Figure 3 Planning Subareas... 6 Figure 4 Brevard County and Florida Population Growth Rates (2008 to 2017) Figure 5 Regional Population Growth Rates (2008 to 2017) Figure 6 Brevard County Total Vehicle Registrations (2013 to 2017) Figure SIS Roadway AADTs Figure SIS AADT Change Figure 9 I-95 Traffic Volumes AADT (2013 to 2017) Figure 10 SR 528 Traffic Volumes AADT (2013 to 2017) Figure 11 I-95 Congested and Uncongested Lane Miles (2013 to 2017) Figure 12 SR 528 Congested and Uncongested Lane Miles (2013 to 2017) Figure Non-SIS Roadway AADTs Figure Non-SIS AADT Change Figure 15 Planning Subarea Roadways Vehicle Miles Traveled (2013 to 2017) Figure 16 VMT and VMT per Capita on SOS Roadway Segments (2013 to 2017) Figure 17 Top 20 Busiest Intersections along SOS Roadways Figure 18 Truck AADTs (2013 to 2017) Figure Truck AADTs Figure Truck AADT Change Figure 21 Top 25 Congested Corridors Figure 22 Hurricane Evacuation Routes Figure 23 Evacuation Routes without Existing CCTV s Figure 24 Top 25 Evacuation Route Corridors with Only Partial Existing CCTV s Figure 25 Corridors without Existing ITS Infrastructure Data Source: SCTPO ITS Master Plan Figure 26 Top 13 Corridors with Only Partial Existing ITS Infrastructure Figure 27 Space Coast Area Transit Overall Annual Transit Ridership (2013 to 2017) iv

6 Figure 28 Space Coast Area Transit System Figure 29 Space Coast Area Transit Fixed Route Annual Transit Ridership (2013 to 2017) Figure 30 Space Coast Area Transit Vanpool Annual Ridership (2013 to 2017) Figure 31 Space Coast Area Transit Demand Response Service Annual Ridership (2013 to 2017) Figure 32 Top 25 Corridors with Lowest Annual Transit Ridership Figure 33 MLB Total Passenger Enplanements (2013 to 2017) Figure 34 MLB Total Passenger Enplanements (Historical and Projected) ( ) Figure 35 MLB and Peer Airports, Total Passenger Enplanements (2013 to 2017) Figure 36 Port Canaveral Total Annual Cruise Passengers (2013 to 2017) Figure 37 Florida Statewide Cruise Passenger Departures (2013 to 2017) Figure 38 Space Florida Vision Figure 39 Past Space Missions with Future Launch Prediction Figure 40 Top 25 Corridors with Only Partial Pedestrian Facilities Figure 41 Top 25 Corridors with Only Partial Bicycle Facilities Figure 42 Corridors without Pedestrian Facilities Figure 43 Corridors without Bicycle Facilities Figure 44 Countywide SOS Crashes and AADT by Year ( ) Figure 45 Countywide Rolling Average Crashes ( ) Figure 46 Corridor Crashes by Year ( ) Figure 47 Corridor Rolling Average Crashes ( ) Figure 48 Intersection Crashes by Year ( ) Figure 49 Intersection Rolling Average Crashes ( ) Figure 50 Top 25 Crash Frequency Intersections Figure 51 Countywide Crash Severity by Year ( ) Figure 52 Countywide Crash Severity Rolling Averages ( ) Figure 53 Top 25 Crash Severity Intersections Figure Fatal Crashes on Non-SIS Facilities Figure 55 Lane Departure Crashes by Year ( ) Figure 56 Lane Departure Rolling Average Crashes ( ) v

7 Figure 57 Impaired Driving Crashes by Year ( ) Figure 58 Impaired Driving Rolling Average Crashes ( ) Figure 59 Pedestrian Crash Frequency by Year (2013 to 2017) Figure 60 Pedestrian Rolling Average Crashes (2019 to 2017) Figure 61 Bicycle Crash Frequency by Year (2013 to 2017) Figure 62 Bicycle Rolling Average Crashes (2009 to 2017) Figure 63 Motorcycle Crash Frequency by Year (2013 to 2017) Figure 64 Motorcycle Rolling Average Crashes (2013 to 2017) Figure 65 Distracted Driving Crashes by Year ( ) Figure 66 Distracted Driving Crashes by Year ( ) Figure 67 Top 25 Annual Pedestrian Crash Frequency Corridors Figure 68 Top 25 Annual Bicycle Crash Frequency Corridors Figure 69 Top 25 Annual Crash Frequency Corridors Figure 70 Top 25 Annual Crash Severity Score Corridors vi

8 LIST OF TABLES Table 1 Baseline Countywide SOS Performance Measures... x Table Corridor Analysis Performance Measures Analyzed... 8 Table 3 Brevard County Population Estimates (2008 to 2017) Table 4 Top 20 Busiest Intersections along SOS Roadways Table 5 Truck AADTs (2013 to 2017) Table 6 Air Quality Attainment Status Ozone Readings in ppb (2013 to 2017) Table 7 Top 25 Corridors ed by Level of Congestion Table 8 Top 25 Evacuation Route Corridors ed by Percentage of Length without CCTV s Table 9 Top 13 Corridors ed by Percentage of Length without ITS Coverage Table 10 SCAT TDP 10-Year Implementation Plan Table 11 Top 25 Corridors ed by Lowest Annual Transit Ridership Table 12 Cruise Passengers by Departure Port (2013 to 2017) (in Thousands) Table 13 Waterborne Cargo Tonnage for Florida Ports ( ) (In Thousands) Table 14 Top 25 Corridors ed by Percent of Length without Pedestrian Facilities Table 15 Top 25 Corridors ed by Percent of Length without Bicycle Facilities Table 16 Weighting Factors for Crash Severity Score Table 17 Top 25 Crash Frequency Intersections Table 18 Top 25 Crash Severity Intersections Table 19 Fatal Crashes per Million VMT Table 20 Top 25 Corridors ed by Annual Pedestrian Crashes Table 21 Top 25 Corridors ed by Annual Bicycle Crashes Table 22 Top 25 Corridors ed by Annual Vehicular Crashes Table 23 Top 25 Corridors ed by Annual Vehicular Crash Severity Table 24 Baseline Countywide Measures vii

9 APPENDICES Appendix A List of Acronyms Used... A-1 Appendix B Corridors Sorted by Jurisdiction... B-1 Appendix C Corridors Sorted by Roadway Name... C-1 viii

10 EXECUTIVE SUMMARY Each year, the Space Coast Transportation Planning Organization (SCTPO) evaluates the state of its transportation system. This information is documented in the annual State of the System (SOS) report, which covers a synthesis of current conditions and trends in Brevard County and considers inputs such as population, demographics, traffic, transit, freight and ports, air quality, and safety. The SCTPO uses the SOS to understand if current transportation programs and priorities are effective at targeting facilities needing attention and if these programs are aligned with the goals and objectives of the SCTPO. As such, information from the report is also used as a basis for decisions on future funding priorities. This Executive Summary presents the key findings from the 2017 review and analysis of Brevard County s transportation facilities. Countywide Performance Measures Table 1 provides the desired trend, the 2016 baseline value, and the 2017 trend for each performance measure reviewed. A detailed summary of the performance measures can be found in the Countywide Performance Measures section of this report. Countywide Trends The following bullets summarize Countywide trends related to population, traffic volumes, transit, and ports: Countywide Population: Growth in the County increased by 1.09 percent between 2016 and However, the State of Florida had a higher growth rate than Brevard County, growing by 1.15 percent over the previous year. Traffic Volumes: On Strategic Intermodal System (SIS) roadways, a 3.6 percent increase and 4.4 percent increase in Annual Average Daily Traffic (AADT) was observed along I-95 and SR 528, respectively. Non- SIS roadways observed an AADT increase of 1.8 percent from 2016 to Transit: Overall transit ridership on the Space Coast Area Transit network decreased by 11.9 percent in Each of the three facets of the transit ridership network (fixed route, demand response, and vanpool) saw a decrease from 2016 numbers. Airport: Passenger enplanements increased by 0.7 percent from 2016 to Seaport: In 2017, Port Canaveral cruise passengers increased by 0.9 percent and waterborne cargo tonnage saw an 8.9 percent increase. Spaceport: In 2017, there were 19 launches at Cape Canaveral and the CCS Complex Master Plan was updated to identify future development needs. With NASA partnering with SpaceX, United Launch Alliance, and Blue Origin, mission launches per year are expected to more than double by A recent report by Space Flight Now states the Cape Canaveral Spaceport could see as many as 50 launches per year in the coming years. ix

11 Table 1 Baseline Countywide SOS Performance Measures Measure Percentage of Roadway Miles with Congestion Percentage of Designated Evacuation Route Miles Monitored by Video Percentage of Roadway Centerline Lane Miles with Existing/Proposed ITS Infrastructure Desired Trend 2016 Baseline 2017 Actual Trend 5.4% 7.8% 37.9% 37.9% 27.6% 27.2% 1 Annual Transit Ridership 2.75 Million Riders 2.54 Million Riders Percentage of Roadways with Existing Pedestrian/Bicycle Facilities Countywide Annual Number of Pedestrian/Bicycle Crashes Countywide Annual Number of Vehicle Crashes Countywide Annual Number of Fatal Pedestrian/Bicycle Crashes Countywide Annual Number of Fatal Vehicle Crashes 39.6% 38.6% Crashes* 507 Crashes 9,164 Crashes* 9,989 Crashes 27 Crashes 30 Crashes 47 Crashes 51 Crashes * The 2016 number shown in the 2016 SOS report was for crashes on SOS roadways. This metric now shows the crashes/year on all County roadways. 1 Percentages reduced due to lane miles being added to base SOS roadway network, not because ITS/pedestrian/bicycle facilities were removed from roadways. Countywide Safety The following are observations based on the Countywide crash analysis for the years 2013 to 2017: A total of 52,465 crashes occurred in the County with 15,609 occurring at intersections, 32,648 occurring along Non-SIS corridors, and 4,208 occurring along I-95 and SR 528. This is a 15 percent increase from the previous 5 year data set. This increase is due to a change in the analysis methodology used this year and is discussed in further detail in the safety section. A total of 322 fatal crashes occurred on SOS roadways: x

12 o o o 52 fatal crashes occurred within the influence area of an intersection. 47 fatal crashes occurred on SIS facilities (2.2 fatal crashes/million VMT). 223 fatal crashes occurred on Non-SIS facilities (5.6 fatal crashes/million VMT). A total of 1,970 incapacitating injury crashes, 4,551 non-incapacitating crashes, 9,518 possible injury crashes and 36,104 property damage only (PDO) crashes occurred on SOS roadways. Lane departure crashes on Non-SIS facilities accounted for 13.6 percent of the SOS crashes (7,151 crashes) which was an 8.8 percent increase from the previous 5 year data set. A total of 1,282 impaired driving crashes occurred on Non-SIS facilities, an increase of 6.0 percent from the previous 5 year data set. A total of 543 pedestrian, 723 bicycle, and 1,088 motorcycle crashes occurred on Non-SIS facilities. Distracted driving crashes on Non-SIS facilities accounted for 9.3 percent of the SOS crashes (4,892 crashes) which was a 19.1 percent increase from the previous 5 year data set. xi

13 Introduction 1

14 INTRODUCTION Background The State of the System (SOS) is a key component of the Space Coast Transportation Planning Organization s (SCTPO) Congestion Management System (CMS). The CMS provides a framework for arriving at decisions for future transportation investments based on: Monitoring mobility conditions in the SCTPO planning area (all of Brevard County); Evaluating the effectiveness of implemented strategies; Identifying areas and segments that have the highest level of need based on current conditions; and Identifying appropriate strategies for roadways or intersections where congestion occurs. Figure 1 illustrates the SCTPO s CMS process and how the SOS fits within that process. Key findings of the SOS are presented annually to advisory committees and the SCTPO Board for consideration. The SOS provides a key link between the Long-Range Transportation Plan (LRTP), the immediate and shorter-term strategies in the Transportation Improvement Program (TIP), and the capital improvement programming (CIP) processes of respective jurisdictions. The SOS provides a benchmark for the SCTPO and decision-makers to identify new and/or confirm existing transportation project priorities within the TIP and various CIPs, and verify if the overall programs are aligned with Countywide and LRTP goals and objectives. Appendix A displays the acronyms used throughout this report. Monitoring Mobility within the SOS Network The SOS network includes the Florida Strategic Intermodal System (SIS), all State maintained arterials, major County arterials, and some local arterials and collectors as illustrated in Figure 2. This report also evaluates other transportation modes in the County, including Space Coast Area Transit, Port Canaveral, the Orlando Melbourne International Airport (MLB), and Cape Canaveral Spaceport (CCS) activities. The five primary data sources used to monitor transportation conditions in the County are: SCTPO, County, and municipal traffic counts that monitor traffic volumes on SOS roadways; Florida Department of Transportation (FDOT) annual traffic counts that monitor traffic volumes on SIS roadways; The University of Florida s Signal Four (S4) Analytics crash database; Agency reported ridership and system performance statistics for Space Coast Area Transit; Freight and passenger information collected by Port Canaveral and MLB; and Historic launch data, future launch projections, and future renovations from Cape Canaveral Spaceport and NASA. 2

15 The SOS includes a system-wide analysis on vehicular mobility conditions in the County. Specifically, the four mobility indicators measured include: total traffic volumes, total vehicle miles traveled (VMT), roadway segments experiencing congested conditions, and duration of congestion on these segments. Mobility indicators are measured for each of the following six planning subareas of the County: North (north of SR 528 and west of the Indian River); Central (south of SR 528, north of Wickham Road and west of the Indian River); South (south of Wickham Road and west of the Indian River); Merritt Island; Beaches; and SIS Facilities I-95 and SR 528. Figure 3 illustrates the six planning subareas noted above. These subareas tend to reflect the major travel sheds around key activity centers in the County. This year s SOS continued with the corridor-based methodology used last year, which identified corridors with the highest level of need. The individual SOS roadway segments were combined into longer corridors, with segmentation occurring where geometry changes (number of travel lanes, median type, etc.), speed limit changes, or functional classification changes. Each of these corridors was then ranked based on the following six metrics: Congestion; Hurricane Evacuation Route Monitoring; Existing Intelligent Transportation System (ITS) Infrastructure; Annual Transit Ridership; Pedestrian/Bicycle Facilities; and Safety (Pedestrian/Bicycle and Vehicular). Top 25 lists were generated for each of the six metrics noted above. With this methodology, corridors can be targeted for specific types of projects or improvements. For example, a corridor may be ranked #1 on the pedestrian/bicycle crash list but may be outside of the top 25 for congestion signifying the need for safety related improvements instead of congestion related improvements. By breaking down each metric individually instead of applying one overall score, the improvement types needed become readily apparent. Priority corridors resulting from these top 25 lists are considered top candidates for action within the SCTPO s funding availability. Action steps can range from conducting more detailed evaluations of corridors to implementing capital and operational changes. 3

16 System Performance Measures Coordinated Data Collection Countywide Trends & Conditions STATE OF THE SYSTEM REPORT Corridor Analysis LRTP Strategy Recommendations Strategy Findings Prepare State of the System Report Strategy Recommendations Coordination & Prioritization Programming Strategy Implementation Evaluation Monitoring Process Flow Potential Process Flow Figure 1 Congestion Management System Process Diagram 4

17 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 2: SOS Roadway Network Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend SIS Non-SIS

18 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 3: Planning Subareas

19 Performance Measurement Performance measurement plays an important role in the planning, programming, and monitoring of both the transportation system and specific transportation facilities. The FHWA placed an emphasis on system monitoring by posting a Notice of Proposed Rule Making (NPRM) in 2016 to propose national performance management measure regulations as required by the Moving Ahead for Progress (MAP-21) and the Fixing America s Surface Transportation (FAST) Act. Performance-based planning is key in making the most efficient investment of federal transportation funds by increasing accountability, transparency, and providing for better investment decisions that focus on key outcomes related to seven national goals: 1 Improving Safety; 2 Maintaining Infrastructure Condition; 3 Reducing Traffic Congestion; 4 Improving the Efficiency of the System; 5 Improving Freight Movement; 6 Protecting the Environment; and 7 Reducing Delays in Project Delivery. The CMS outlined in the SOS provides metrics related to goals 1 through 5. Performance measures related to safety and congestion have also been developed and are reviewed on an annual basis. With the SOS and the Corridor Analysis (discussed in next section) in place, the SCTPO is taking steps towards meeting FHWA performance measurement requirements which may lead to additional federal funding opportunities. Corridor Analysis Methodology The goal of the Corridor Analysis is to bridge the gap between the SCTPO s LRTP and the project priorities process by ranking corridors throughout the County based on the goals and performance measures contained in the LRTP. The 2015 pilot Corridor Analysis focused on 20 regional corridors within the County and in 2016 the Corridor Analysis was expanded to include 218 total corridors. This methodology was also used for 2017 and included the same 218 corridors. These corridors were determined using the 500+ segments from the SOS roadway network. These segments were grouped along specific roadways by functional classification, roadway geometric characteristics, speed limits, and land uses to create 218 individual corridors for analysis. One main purpose of the Corridor Analysis is to combine the statistics from the 218 corridors reviewed to provide a Countywide baseline for the performance measures assessed. Table 2 outlines the performance measures analyzed, provides the desired trend for each performance measure, and displays the 2016 baseline from the 2016 report. This baseline will be used in 2017 as well. The remainder of the report reviews each of the baseline measures in Table 2, with subsections analyzing the congestion along SOS roadways, evacuation route monitoring, ITS infrastructure, multimodal mobility, pedestrian and bicycle facilities, and the various safety metrics assessed for Brevard County roadways. Appendix B contains the corridor scoring, sorted in alphabetical order by jurisdiction. Appendix C contains the same corridor scoring sorted alphabetically by roadway name. 7

20 Table Corridor Analysis Performance Measures Analyzed Measure Percentage of Roadway Miles with Congestion Percentage of Designated Evacuation Route Miles Monitored by Video Percentage of Roadway Centerline Lane Miles with Existing/Proposed ITS Infrastructure Annual Transit Ridership Percentage of Roadways with Existing Pedestrian/Bicycle Facilities Countywide Annual Number of Pedestrian/Bicycle Crashes Countywide Annual Number of Vehicle Crashes Countywide Annual Number of Fatal Pedestrian/Bicycle Crashes Countywide Annual Number of Fatal Vehicle Crashes Desired Trend 2016 Baseline 5.4% 37.9% 27.6% 2.75 Million Riders 39.6% 486 Crashes* 9,164 Crashes* 27 Crashes 47 Crashes * The 2016 number shown in the 2016 SOS report was for crashes on SOS roadways. This metric now shows the crashes/year on all County roadways 8

21 Corridor Congestion 9

22 CORRIDOR CONGESTION The SOS roadway network is key to Brevard County s economic prosperity, providing mobility for people and goods for access to employment centers, intermodal centers and tourist destinations. Congestion on this roadway network may limit the economic growth and livability of Brevard County. Therefore, the 2017 SOS focused on corridor congestion, detailed current demographics, reviewed vehicle traffic, and assessed truck traffic in the region. A corridor level analysis was also conducted to determine the most congested corridors and intersections in Brevard County, offering opportunities for improvements in these locations. Countywide Demographics The demographic trends evaluated in this report give insight to the performance of transportation and transit facilities and services in Brevard County. Tracking demographic trends provide understanding of how well the existing transportation system is able to support and enhance the quality of life of Brevard County communities. Relating transportation facilities to demographic trends like population growth and vehicle registration helps the County better position future transportation investments in response to changing social, economic, and demographic conditions. GROWTH RATES Population growth has a significant impact on the need for transportation infrastructure. Table 3 displays the population of the cities in Brevard County for the last 10 years. During the Recession years between 2009 and 2012, Brevard County saw relatively small annual population growth (between 0.08 and 0.33 percent annually). Since 2012, the annual growth in population has exceeded 0.50 percent with 2017 observing a growth rate of 1.09 percent. This annual growth is approximately 15 percent lower than 2016 and while the County did experience positive growth, it was lower than the growth the State of Florida experienced, which was a 1.15 percent increase, as displayed in Figure 4. Figure 5 presents a comparison of population between Brevard County and other counties in the region. All of the counties in the region had a positive annual growth rate in

23 Table 3 Brevard County Population Estimates (2008 to 2017) Jurisdiction Brevard County 541, , , , , , , , , ,211 Cape Canaveral 10,635 10,499 9,912 9,936 9,926 9,987 10,022 10,084 10,171 10,213 Cocoa 16,971 16,825 17,140 17,238 17,259 17,443 17,678 18,313 18,833 18,982 Cocoa Beach 12,800 12,631 11,231 11,233 11,240 11,214 11,131 11,182 11,276 11,292 Grant-Valkaria 3,985 4,026 3,850 3,867 3,873 3,899 3,916 3,949 4,073 4,142 Indialantic 2,992 3,003 2,720 2,731 2,782 2,780 2,765 2,787 2,811 2,820 Indian Harbour Beach 8,733 8,751 8,225 8,272 8,456 8,406 8,393 8,386 8,446 8,460 Malabar 2,859 2,887 2,757 2,750 2,738 2,766 2,765 2,796 2,817 2,866 Melbourne 78,308 78,323 76,068 76,354 77,101 77,394 78,088 79,600 80,419 80,982 Melbourne Beach 3,309 3,293 3,101 3,105 3,098 3,115 3,086 3,078 3,076 3,087 Melbourne Village Palm Bay 102, , , , , , , , , ,623 Palm Shores ,114 Rockledge 25,698 25,630 24,924 25,026 25,265 25,309 25,662 26,165 26,303 26,535 Satellite Beach 10,848 10,884 10,109 10,166 10,315 10,322 10,290 10,403 10,485 10,504 Titusville 45,664 45,451 43,761 43,852 43,529 43,709 44,077 45,325 46,022 46,413 West Melbourne 16,703 16,570 18,355 18,712 19,118 19,464 19,834 20,250 20,640 21,360 Unincorporated 197, , , , , , , , , ,142 Annual Growth Rate 0.58% 0.17% 0.21% 0.33% 0.08% 0.51% 0.73% 1.65% 1.27% 1.09% Data Source: Census Data and Bureau of Economic and Business Research (BEBR) adjusted population estimates (between 2007 to 2009 and 2011 to 2017) Data Source: Census Data and BEBR adjusted population estimates (between 2008 and 2017) Figure 4 Brevard County and Florida Population Growth Rates (2008 to 2017) 11

24 Data Source: Census Data and BEBR adjusted population estimates (between 2008 to 2017) Figure 5 Regional Population Growth Rates (2008 to 2017) BREVARD COUNTY VEHICLE REGISTRATIONS Another indicator of growth patterns is the number of vehicle registrations. Figure 6 illustrates this, showing a rise in registrations since fiscal year For the past five years, the number of vehicle registrations has increased as the population has increased, suggesting a rebound of vehicle ownership following the Recession. Data Source: Florida Department of Highway Safety and Motor Vehicles, 2017 Figure 6 Brevard County Total Vehicle Registrations (2013 to 2017) 12

25 Countywide Vehicular Mobility As discussed at the beginning of this section, vehicular mobility is critical to the success of Brevard County s transportation network. If vehicles cannot move around the region quickly and safely, the County s economy and citizens will be impacted. The metrics discussed below show the region s current vehicular mobility. VEHICULAR MOBILITY INDICATORS Because the 2017 SOS has moved away from roadway rankings and towards more of a holistic view of corridors, the vehicular mobility indicators being tracked at a Countywide level will be reviewed for SIS and Non-SIS roadways based on the following indicators: Traffic Volumes: Traffic data is retrieved from data collected by the FDOT and the SCTPO. Vehicle Miles Traveled: The traffic volumes along each segment combined with information on the length of each roadway segment yields an understanding of the distance driven by Brevard County residents. Intersection Volumes: An understanding of which intersections and interchanges experience high levels of traffic volumes can help pinpoint important transportation nodes that may require priority attention. Targeted improvements at these nodes may often times be more effective in addressing congestion than corridor-wide roadway changes. Mobility on the SIS Facilities The Florida Transportation Plan defines the SIS as corridors, facilities, and services of statewide and regional significance. SIS facilities in Brevard County include I-95 and SR 528. FDOT monitors and collects traffic data on I-95 and other SIS facilities. While SR 528 is a SIS facility with FDOT counts, the SCTPO also conducts traffic counts in addition to those performed by FDOT. The SCTPO count stations on SR 528 were used in this analysis and report. SIS Traffic Volumes Overall Trends The combined AADT on the SIS roadway network increased by 3.7 percent over the past year. The increases are likely reflective of continual population increases in Brevard County, economic recovery and stabilization, and lower gas prices. Figure 7 displays the AADT while Figure 8 displays the AADT changes along each segment of I-95 and SR

26 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 7: 2017 SIS Roadway AADTs Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend <2, ,000-35,000 35,001-45,000 45,001-55,000 >55,000

27 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 8: SIS AADT Change Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend >2,500 Decrease 501-2,500 Decrease +/- 500 Change 501-2,500 Increase 2,501-5,000 Increase >5,000 Increase

28 SIS Traffic Volumes I-95 I-95 has continued to see steady increases in AADT in After a 12.6 percent increase in AADT was observed in 2016, 2017 observed a 3.6 percent increase in AADT. See Figure 9 for the yearly AADT along I-95. Only three segments along I-95 observed an AADT decrease from 2016 to I-95 between Malabar Road and Palm Bay Road saw a 4.7 percent decrease, I-95 between Palm Bay Road and US 192 saw a 4.3 percent decrease, and I-95 between SR 524 and SR 528 saw a 10.8 percent decrease. Ten of the 16 I-95 segments saw increases greater than 5 percent with the highest being Port St. Johns Parkway to SR 407 at 16.7 percent (7,500 total AADT). The only other I-95 segment observing a 10 percent or greater increase in AADT was between SR 406 and SR 46 (10.1 percent increase). These AADT changes can be seen in Figure 8. SIS Traffic Volumes SR 528 Data Source: FDOT Annual Traffic Counts Program Figure 9 I-95 Traffic Volumes AADT (2013 to 2017) After observing a decline in traffic in 2016, AADT along SR 528 increased by almost 5 percent from 2016 to See Figure 10 for the yearly AADT along SR 528. SR 528 saw increases along most segments with the highest jump being between Courtenay Parkway and Banana River Drive (18.5 percent). These AADT changes can be seen in Figure 8. 16

29 Data Source: SCTPO Annual Traffic Counts Program Figure 10 SR 528 Traffic Volumes AADT (2013 to 2017) SIS Congestion I-95 saw zero (0) congested lane miles from 2015 to 2017, a decrease of nearly 46 miles compared to what was observed in 2013 and Although the number of vehicles per lane has increased along I-95, the lack of congestion has stayed steady through 2017 largely due to the completed six-lane widening projects along the length of I-95 in the County. The total number of congested lane miles along SR 528 rose to 6.51 miles in 2017, but this is only due to one segment of SR 528 becoming slightly more congested than the previous year. Figure 11 and Figure 12 display the total percentage of roadway lane miles considered congested on I-95 and SR 528 over the past five years. Data Source: FDOT Annual Traffic Counts Program Figure 11 I-95 Congested and Uncongested Lane Miles (2013 to 2017) 17

30 Data Source: SCTPO Annual Traffic Counts Program Figure 12 SR 528 Congested and Uncongested Lane Miles (2013 to 2017) Mobility within the Planning Subareas Roads within the planning subareas include all facilities except those designated as SIS or local neighborhood streets. Together, the roadways analyzed as part of the SOS make up the majority of the County s roadway capacity. Tracking the traffic patterns on these roadways indicate the local and intra-county trip-making characteristics of Brevard County residents. Roadway Traffic Volumes by Planning Subarea The SCTPO monitors and collects annual traffic data for the Non-SIS roadways in the SOS roadway network. Overall traffic volumes increased by 0.4 percent on Non-SIS roadways between 2016 and Changes to the SOS roadway network for 2017, which may affect the traffic volumes reported in this section, are as follows: No segments were added to the North Planning Area. No segments were added to the Merritt Island Planning Area. No segments were added to the Central Planning Area: The following segments were added to the South Planning Area: o o o o o University Drive from Babcock Street to US 1; and Emerson Drive from Bayside Lakes Boulevard to St. John s Heritage Parkway; and Jupiter Boulevard from San Filippo Drive to Degroodt Road; and Jupiter Boulevard from Malabar Road to Americana Boulevard; and Jupiter Boulevard from Pace Drive to Emerson Drive; and No segments were added to the Beaches Planning Area: See Figure 13 and Figure 14 for the Non-SIS roadway AADTs and AADT change from 2016 to

31 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 13: 2017 Non-SIS Roadway AADTs Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend <8,000 8,001-15,000 15,001-25,000 25,001-35,000 >35,000

32 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 14: Non-SIS AADT Change Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend >2,500 Decrease 1,001-2,500 Decrease 500-1,000 Decrease 500-1,000 Increase 1,001-2,500 Increase >2,500 Increase +/-500 Change

33 Planning Subarea Non-SIS Roadway AADT In previous editions of the SOS, VMT was measured and compared by planning area. This year, these comparisons will be made using AADT. The following summarizes the 2017 AADT statistics, which are also displayed in Figure 15: AADT in the North planning area increased in 2017: o 15,400 volume increase (1.3 percent) from 2016 o 128,700 volume increase (12.3 percent) from 2013 AADT in the Central planning area decreased in 2017: o 13,200 volume decrease (0.9 percent) from o 89,600 volume increase (6.3 percent) from AADT in the South planning area increased in 2017: o 183,700 volume increase (3.7 percent) from o 593,300 volume increase (13.2 percent) from AADT in the Merritt Island planning area increased in 2017: o 3,100 volume increase (0.4 percent) from o 36,100 volume increase (4.5 percent) from AADT in the Beaches planning area decreased in 2017: o 3,500 volume decrease (0.3 percent) from o 40,000 volume increase (3.0 percent) from Data Source: SCTPO Annual Traffic Counts Program Figure 15 Planning Subarea Roadways Vehicle Miles Traveled (2013 to 2017) 21

34 VMT and VMT per Capita for SOS Roadways The traffic volumes along each roadway segment in the County combined with information on the length of each segment yields an understanding of the amount of driving Brevard County residents have performed. This statistic, known as VMT, is an important factor in understanding travel demand. A second important factor, VMT per capita, is calculated by dividing the total VMT for all SOS roadways by the total population in the County. The VMT per capita estimates the distance traveled by each resident per day. In 2017, VMT in Brevard County continued to increase from the previous year, following the upward trend observed between 2013 and 2016 (see Figure 16). SOS roadways totaled million miles of VMT, an increase of 5.5 percent from 2016 levels. Furthermore, 2017 VMT per capita (see Figure 16) has also increased by 4.3 percent, measuring approximately miles per day. Data Source: SCTPO and FDOT Annual Traffic Counts Program Figure 16 VMT and VMT per Capita on SOS Roadway Segments (2013 to 2017) Busiest Intersections The major intersection approach volumes are calculated based on the total AADT from each approaching segment, with the directional factors assumed to be 50/50 for each direction. Number of lanes and capacity are not considered when calculating the busiest intersections metric. This indicator is intended to identify the intersections with the highest service demand volume, not their operating characteristics or LOS. The top 20 busiest intersections on the SOS roadway network are summarized in Table 4 and Figure

35 All but two of the top 20 intersections from 2017 were also in the top 20 list in SR 520 at Tropical Trail and Dairy Road at US 192 are no longer in the top 20. Pineda Causeway at Wickham Road rose from 24 to 19 and US 1 at Hibiscus Boulevard rose from 23 to 20. Four of the top 20 busiest intersections are located on US 192, five are located along Wickham/Minton Road, three are located along Palm Bay Road, four are located along US 1, and two are located along Malabar Road (intersections between two of the listed roadways were only counted once, for example the intersection of Wickham at US 192 was only counted for US 192). While most of the intersections did not have much increase or decrease in rank, Eau Gallie Boulevard at US 1 experienced an increase in rank of 8 places. This can be attributed to an increase in intersection approach volume by about 8,000 vehicles, with about 1,000 of the vehicles coming from Eau Gallie Boulevard and the other 7,000 coming from US 1. Table 4 Top 20 Busiest Intersections along SOS Roadways Intersection Cross Street and Volume Cross Street and Volume Total Volume Total Lanes 1 1 Babcock St@Palm Bay Rd Babcock St 33,427 Palm Bay Rd 34,775 68, Eau Gallie Blvd@US 1 Eau Gallie Blvd 16,540 US 1 45,834 62, Hollywood Blvd@Palm Bay Rd Hollywood Blvd 8,220 Palm Bay Rd 53,063 61, Wickham Rd@US 192 Wickham Rd 27,998 US ,835 60, SR 520@S. Courtenay Pkwy SR ,360 S. Courtenay Pkwy 24,410 57, Malabar Rd@San Filippo Dr Malabar Rd 45,654 San Filippo Dr 11,425 57, US 1@US 192 US 1 36,344 US ,356 56, Eau Gallie Blvd@Wickham Rd Eau Gallie Blvd 19,969 Wickham Rd 36,718 56, Wickham Rd@Sarno Rd Wickham Rd 36,484 Sarno Rd 19,732 56, Babcock St@Malabar Rd Babcock St 26,496 Malabar Rd 29,560 56, Palm Bay Rd@Minton Rd Palm Bay Rd 17,255 Minton Rd 38,680 55, US 192@Babcock St US ,815 Babcock St 31,051 55, US 1@Sarno Rd US 1 48,321 Sarno Rd 7,503 55, Minton Rd@Emerson Dr Minton Rd 38,504 Emerson Dr 17,192 55, Palm Bay Rd@Dairy Rd Palm Bay Rd 44,385 Dairy Rd 9,548 53, Evans Rd@US 192 Evans Rd 18,056 US ,690 51, Pineda Cswy@Wickham Rd Pineda Cswy 16,561 Wickham Rd 32,700 49, S. Patrick Dr@Eau Gallie Blvd S. Patrick Dr 18,015 Eau Gallie Blvd 31,040 49, SR 520@US 1 SR ,704 US 1 26,881 48, US 1@Hibiscus Blvd US 1 39,378 Hibiscus Blvd 8,645 48,023 8 Data Source: The SCTPO Annual Traffic Count Program 23

36 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 17: Top 20 Busiest Intersections along SOS Roadways Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Top 20 Busiest Intersections

37 Countywide Freight Traffic The freight and shipping industries contribute greatly to the economy in Brevard County and depend on the roadway system. In order to account for this, the 2017 SOS includes an evaluation of freight traffic. This is reported in terms of total truck AADT and AADT change from 2016 to The Florida Legislature has designated all Interstates and many principle arterials throughout the state as either SIS facilities or SIS connectors because they are needed to connect to important intermodal facilities. Within Brevard County, the SOS roadway network is an important complement to the two SIS facilities, I-95 and SR 528, because it provides a connection between local areas and the two major freeways. The amount of truck traffic on I-95, SR 528, and the surrounding roadway network serves as one indicator of freight and goods movement through the County, as those roads carry large volumes of trucks due to the activity at Port Canaveral and MLB. The average truck traffic was calculated for I-95, SR 528, and all SOS roadways. Highlights of truck volumes shown in Table 5, Figure 18, Figure 19, and Figure 20 include: Truck traffic volume decreased by 0.7 percent on I-95 from 2016 to Truck traffic along I-95 experienced a 31 percent increase between 2015 and 2016, remained steady between 2014 and 2015, and experienced an 8 percent increase from 2013 to The 31 percent increase from 2015 to 2016 corresponds to a similarly large increase in port traffic at Port Canaveral after their port deepening project, which is described in the Seaport section Truck traffic volume decreased by 4.2 percent on SR 528 from 2016 to Truck traffic on SR 528 increased by 93 percent from 2015 to 2016, decreased by 20 percent from 2014 to 2015, and increased by 7 percent from 2013 to The 93 percent increase from 2015 to 2016 corresponds to a similarly large increase in port traffic at Port Canaveral after their port deepening project, which is described in the Seaport section Truck traffic volume on all other SOS roadways saw increases for the sixth straight year. Truck traffic on SOS roadways increased by 11 percent from 2016 to 2017, increased by 8 percent from 2015 to 2016, increased by 3 percent from 2014 to 2015, and increased by 25 percent from 2013 to Table 5 Truck AADTs (2013 to 2017) I-95 SR 528 SOS Roadways Year % Change from % Change from % Change from Volume Volume Volume Previous Year Previous Year Previous Year , , , , , , , , , , , , , , Data Source: FDOT Annual Traffic Count Program, Counts Collected from 2013 to

38 Data Source: FDOT Annual Traffic Count Program, Counts Collected from 2013 to 2017 Figure 18 Truck AADTs (2013 to 2017) 26

39 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 19: 2017 Truck AADTs Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend ,000 1,001-2,000 2,001-4,000 4,001-16,920

40 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 20: Truck AADT Change Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend >1,500 Decrease 500-1,500 Decrease <500 Change 500-1,500 Increase 1,501-3,000 Increase >3,000 Increase

41 Countywide Air Quality Transportation-related air pollution, mostly from vehicle emissions, is a concern for understanding the performance of a transportation system. This is especially true with increased Federal and State level funding targeted at projects and programs improving mobility and access, but also doing so in an environmentally sensitive and sustainable way. Ozone, the primary component of what is generally termed "smog," is not emitted directly into the atmosphere but is a by-product of the release of chemicals from certain industrial activities, sunlight entering the atmosphere, and burning fossil fuels (such as gasoline). Thus, vehicle emissions contribute directly to smog. As VMT and congestion levels rise, so do smog-inducing emissions. This can be averted by developing a more multimodal system. For example, switching from driving to transit can lead to emission reductions. By switching to public transit, one person can reduce daily carbon emissions by 20 pounds or more than 4,800 pounds in a year. By switching to transit for commuting, a household s emissions can be reduced by 10 percent, and if two members of a household switch, they can reduce emissions by 30 percent. 1 FEDERAL OZONE STANDARDS The Federal Environmental Protection Agency (EPA) standard for ozone pollution was last updated in December 2015 from 75 parts per billion (ppb) to 70 ppb averaged over any eight-hour period. According to this standard, an area will be considered as non-attainment (not meeting the standard) if the average of the annual fourth highest ozone readings at any ozone monitoring station for any three-year period equals or exceeds 70 ppb AIR QUALITY DATA Using data from the Florida Ozone Network (associated with the Florida Department of Environmental Protection, DEP), data from Brevard County s two monitoring stations are summarized annually. These stations are located at the Freedom 7 Elementary School in Cocoa Beach and on Florida Avenue in Melbourne. Data from both stations indicate Brevard County s ozone readings fall below the current non-attainment standard of 70 ppb (see Table 6). Additionally, Florida s air as a whole is among the cleanest in the country, with all areas of the state attaining the federal air quality standards for ozone and particulate matter. This may partially be due to Florida s peninsular shape, which allows for pollution to be blown away from the state via ocean breezes especially in coastal areas. 1 APTA Public Transportation Benefits

42 Table 6 Air Quality Attainment Status Ozone Readings in ppb (2013 to 2017) Year of Reading Cocoa Beach Station Melbourne Station Reading* Date Reading* Date /30/ /08/ /17/ /04/ /09/ /30/ /15/ /06/ /08/ /09/17 Attainment Status** Attainment Attainment * Readings are 4th highest eight hour average ** Ozone non-attainment standard is a threshold of 70 ppb (EPA updated March 12, 2008) Data Source: Florida DEP, Florida Ozone Network If the EPA standard for ozone pollution is further refined and the County is found to be in non-attainment status, the SCTPO s LRTP and TIP will have to focus on those projects and programs that can reduce and will not contribute to further pollutant emissions. The SCTPO strategies will need to outline steps towards enforceable emission limitations, related control measures, and schedules and time-tables for meeting compliance with the EPA standards. 30

43 Corridor Congestion Analysis The entire SOS roadway network is key to Brevard County s economic prosperity, providing mobility for people and goods for access to employment centers, intermodal centers and tourist destinations. The SCTPO typically reports corridor operations/congestion utilizing volume-to-capacity (v/c) ratios instead of the traditional level-ofservice metric. In doing so, the SCTPO is able to recognize when a corridor is reaching its maximum capacity or if latent demand is present in the system. The SCTPO considers a corridor to be congested if the v/c ratio reaches 0.85 or greater. The volumes/capacities from the 2017 SOS data were reviewed on a corridor level by calculating the weighted average of the corridors AADT versus the weighted average of the corridors capacity. In addition to the overall corridor congestion, the segments comprising the corridors were reviewed to identify spot locations where congestion is present. It was found that 34 of the corridors had one or more segments with v/c ratios > Overall corridors with average v/c ratios higher than 1.0 included the following: San Filippo Drive from Jupiter Boulevard to Malabar Road; SR 520 (westbound) from Causeway to US 1; Malabar Road from San Filippo Drive to I-95; and SR 520 (eastbound) from US 1 Riveredge Boulevard. It is also important to note that some corridors can move dramatically in these rankings. The following corridors rose or fell more than 10 spots from Ellis Road from John Rodes Boulevard to Wickham Road: o 2016 ing: 28, 2017 ing: 8 o Reason for Move: Volume on Ellis Road from East Drive to Wickham Road segment increased by 27 percent Port Malabar Boulevard from Babcock Street to US 1: o 2016 ing: 11, 2017 ing: 24 o Reason for Move: Volume on Port Malabar Boulevard from Troutman Boulevard to US 1 segment decreased by 16 percent Table 7 displays the average v/c ratios for the top 25 corridors. Figure 21 displays the congested corridors identified in Table 7. 31

44 Table 7 Top 25 Corridors ed by Level of Congestion Average Corridor Roadway From To V/C Ratio Project Planned in TIP? 1 1 San Filippo Dr. Jupiter Blvd. Malabar Rd None 4 2 SR 520 (WB) Causeway US FDOT Corridor Planning Study (Completed FY 18) 2 3 Malabar Rd. San Filippo Dr. I None 13 4 SR 520 (EB) US 1 Riveredge Blvd FDOT Corridor Planning Study (Completed FY 18) 5 5 SR AIA Cocoa Isles Blvd. SR Intersection SR 520 (FY 19) 6 6 Wickham Rd. Sarno Rd. Parkway Dr Intersection Imp. (Project Priorities) 12 7 Wickham Rd. Nasa Blvd. Sarno Rd None 28 8 Ellis Rd. John Rodes Blvd. Wickham Rd Widening (ROW FY 21-23) 8 9 Hollywood Blvd. Palm Bay Rd. US Intersection US 192 (ROW FY 21-23), County Widening 9 10 SR 405 (South) SR 50 Singleton Ave Intersection SR 50/405 (FY 20) Eau Gallie Blvd. (EB Only) US 1 Causeway 0.91 None Wickham Rd. Parkway Dr. Pineda Cswy None 3 13 Suntree Blvd. Wickham Rd. US Intersection US 1 (FY 20) Wickham Rd. Murrell Rd. Lake Andrew Dr None Sarno Rd. (SR 5054) Eau Gallie Blvd. Wickham Rd SCTPO Corridor Planning Study (Complete FY 19) S. Patrick Dr. (SR 513) Banana River Dr. Pineda S Ramps 0.87 None Eau Gallie Blvd. (WB Only) Causeway US None Dairy Rd. US 192 Hibiscus Blvd None SR 46 Volusia Co. Fawn Lake Blvd None Babcock St. Grant Rd. Malabar Rd Widening (Design FY 20) Babcock St. (SR 507) Palm Bay Rd. US FDOT Corridor Planning Study (FY 19) Babcock St. (SR 507) Malabar Rd. Palm Bay Rd Widening (ROW FY 19; 22; 23) US 192 Causeway SR A1A 0.82 None Port Malabar Blvd. Babcock St. US None Minton Rd. Palm Bay Rd. US SCTPO Corridor Planning Study (FY 19) 32

45 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 21: Top 25 Congested Corridors Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Legend Top 25 Congested Corridors

46 Evacuation Route Monitoring 34

47 EVACUATION ROUTE MONITORING Brevard County is concerned about the ability of the County s transportation system to facilitate a safe and efficient evacuation during an emergency. Brevard County, in coordination with the State Disaster and Emergency Management Division, has designated a number of hurricane evacuation routes throughout the County (see Figure 22). To assess what percentage of the hurricane evacuation route network was monitored, existing closed-circuit televisions (CCTVs) from the SCTPO s ITS Master Plan were compared to the corridors that are designated as hurricane evacuation routes. An evacuation route corridor was deemed to be monitored if a CCTV was located within a ¼ mile of the segment. Figure 23 displays the hurricane route corridors with no existing CCTV present, and Figure 24 displays the corridors with only partial existing CCTV monitoring. Table 8 ranks the corridors by total percentage of the corridor length without existing CCTV monitoring. Note that Table 8 doesn t include corridors where no existing CCTVs are present. Key hurricane evacuation routes such as Babcock Street south of Malabar Road, SR A1A from the Indian River County Line to just south of Cocoa Beach, and Courtenay Parkway from SR 528 to the CCS do not have existing CCTVs. Key routes such as SR 528 from I-95 to SR 401, Minton Road and Babcock Street from Malabar Road to US 192, and multiple segments along US 1 only have partial CCTV coverage. 35

48 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 22: Hurricane Evacuation Routes Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Designated Hurricane Evacuation Route

49 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 23: Evacuation Routes without Existing CCTV s Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Evacuation Routes Without Existing CCTV Evacuation Routes

50 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 24: Top 25 Evacuation Route Corridors with Only Partial Existing CCTV s Titusville Cocoa Cape Canaveral Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Evacuation Routes with Only Partial Existing CCTV Evacuation Routes

51 Table 8 Top 25 Evacuation Route Corridors ed by Percentage of Length without CCTV s Corridor Roadway From To Hurricane Evacuation Lane Miles Percent of Corridor Length w/o Monitoring Planned Project(s) 1 1 N. Courtenay Pkwy. (SR 3) SR 520 SR % ITS Expansion Project 2 2 SR 528 I-95 US % Widening 3 3 SR AIA Cocoa Isles Blvd. SR % Intersection SR 520 (FY 19) 4 4 SR AIA SR 520 N Atlantic Ave % Intersection SR 520 (FY 19) 5 5 SR 407 SR 528 SR % None 6 6 SR 406 (Garden St.) I-95 Washington Ave % FDOT Corridor Study; Resurfacing (FY 19) 7 7 US 1 SR 46 Volusia Co % None 8 8 Babcock St. (SR 507) Palm Bay Rd. US % FDOT Corridor Planning Study (FY 19) 9 9 SR 528 US 1 SR % Widening (Design FY 19) US 1 SR 405 Grace St % None S. Courtenay Pkwy. Fortenberry Rd. SR % ITS Expansion Project US 1 Sarno Rd. Pineda Cswy % None Babcock St. (SR 507) Malabar Rd. Palm Bay Rd % Widening (ROW FY 19; 22; 23) Wickham Rd. Murrell Rd. Lake Andrew Dr % None US 1 Peachtree St. SR % None Minton Rd. Palm Bay Rd. US % SCTPO Corridor Planning Study (FY 19) US 1 SR 528 SR % None SR 50 I-95 US % Intersection SR 405 (FY 20) US 1 Strawbridge Ave. Sarno Rd % None US 1 (SB Hopkins Ave.) Garden St. Grace St % FDOT Corridor Study (FY 19) US 1 (NB Washington) Grace St. Garden St % FDOT Corridor Study (FY 19) Eau Gallie Blvd. (SR 518) Causeway SR AIA % FDOT Corridor Study (FY 18) SR 520 I-95 US % None Pineda Cswy. I-95 US % None Minton Rd. Malabar Rd. Palm Bay Rd % None 39

52 ITS Infrastructure 40

53 ITS INFRASTRUCTURE The SCTPO completed Brevard County s first ITS Master Plan in September The Master Plan provided a framework for determining the region s future ITS needs. This Master Plan formulated a strategy for the development and maintenance of Brevard County s ITS network, incorporated various methodologies in conformance with national, statewide, and regional architecture, and aided in the formation of a sound basis for design, plans, specifications, estimates, operations, and maintenance to phase implementation for potential ITS projects. Through understanding the existing transportation system and available technology options, changes can be planned to provide enhanced mobility of people and goods. A significant capital investment has already been made to the existing traffic signal system. The ITS Master Plan recommends additional capital improvements to enhance the system performance. 2 The existing ITS infrastructure identified in the ITS Master Plan was compared to study corridors to identify possible gaps in the ITS network. The ITS infrastructure reviewed included the following: 1. Existing Fiber; and 2. Existing Adaptive System. Table 9 displays the corridors ranked by percentage of roadway centerline miles with only partial ITS infrastructure. Of the 218 corridors reviewed, 61 have ITS infrastructure along their full length, 13 have only partial ITS infrastructure, and 144 do not have any existing ITS infrastructure. Figure 25 displays the segments without existing ITS infrastructure and Figure 26 displays corridors with only partial existing ITS infrastructure. 2 Space Coast Transportation Planning Organization, Intelligent Transportation Systems Master Plan, September 28,

54 Table 9 Top 13 Corridors ed by Percentage of Length without ITS Coverage Corridor Roadway From To Corridor Length Percent of Corridor Length without ITS Planned Project(s) 1 1 S. Courtenay Pkwy./Tropical Trl. Pineda Cswy. Fortenberry Rd % ITS Expansion Project 2 2 US 192 Osceola Co. I % None 3 3 SR AIA (NB Only) S End Of One Way N End Of One Way Pairs Pairs % Resurfacing 4 4 SR AIA (SB Only) N End Of One Way S End Of One Way Pairs Pairs % Resurfacing 5 5 Singleton Ave. SR 405 (South St.) SR % None 6 6 US 1 SR 528 SR % None 7 7 US 1 Sarno Rd. Pineda Cswy % None 8 8 SR 50 I-95 US % None 9 9 Cone Rd. S Tropical Trl. Plumosa St % None Minton Rd. Malabar Rd. Palm Bay Rd % None Plumosa St. Cone Rd. Merritt Ave % None US 192 Babcock St. New Haven Ave % ITS Project SR 406 (Garden St.) I-95 Washington Ave % Resurfacing (FY 19) 42

55 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 25: Corridors without Existing ITS Infrastructure Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Corridors without Existing ITS Infrastructure

56 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 26: Top 13 Corridors with Only Partial Existing ITS Infrastructure Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Corridors with Only Partial Existing ITS Infrastructure

57 Multi-Modal Mobility 45

58 MULTI-MODAL MOBILITY Enabling multi-modal mobility is essential to creating a robust transportation network that serves Brevard County s needs. This section highlights the different facets of Brevard County s multi-modal transportation network and their current function. Countywide Transit Mobility A critical part of any transportation network is public transit. This section reviews the current performance and future development of Brevard County s transit network, focusing on current ridership before detailing the updated Transit Development Plan produced by Space Coast Area Transit. SOS reporting tracks the trends in transit use and the transit levels of service based on the Space Coast Area Transit annual reporting database. As can be seen in Figure 27, overall transit ridership decreased by 11.9 percent from 2016 to Decreases were observed in fixed route ridership (-6.4 percent), demand response ridership (-13.6 percent) and vanpool ridership (-11.7 percent). Data Source: Space Coast Area Transit Figure 27 Space Coast Area Transit Overall Annual Transit Ridership (2013 to 2017) FIXED ROUTE BUS TRANSIT In 2017, Space Coast Area Transit operated 19 bus routes (see Figure 28). Seventeen of these routes offer service on Saturdays and three routes offer service on Sundays. Space Coast Area Transit expanded its service significantly in 2007, and as a result has seen ridership increases until In 2017, Space Coast Area Transit experienced another year of ridership decrease (-6.4% percent), with 2,111,649 passenger boardings on its fixed route buses (see Figure 29). 46

59 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 28: Space Coast Area Transit System 5 2 Titusville 1 6 Cocoa Cape Canaveral Rockledge Cocoa Bch 7 29 Palm Shores Satellite Bch 24 Melbourne Vlg W Melbourne Indian Harbour Bch 26 Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Transit Route 1 Route Number

60 Data Source: Space Coast Area Transit Figure 29 Space Coast Area Transit Fixed Route Annual Transit Ridership (2013 to 2017) Space Coast Area Transit has an interactive, mobile device-accessible trip-planner provided in partnership with Google Maps on its website ( The agency also promotes transit service through social media such as Facebook and Twitter. Public outreach and interactive tools are key to increase ridership on Space Coast Area Transit Routes, but overall funding shortfalls may hinder future expansion to the transit system. COMMUTER ASSISTANCE PROGRAMS Vanpool Leasing Program Space Coast Area Transit has one of the largest vanpool programs in the nation. The Vanpool Service Leasing Program leases vans to both commuters and human service agencies. Vanpools of seven to 15 people share a ride from home to work and employers may provide up to $230 per month in tax-free transit and vanpool benefits to employees. Vanpool ridership increased or stayed rather steady in 2013 and 2014 but has decreased by 14 percent from 2015 to 2016 and by 12 percent from 2016 to 2017 (see Figure 30). 48

61 Data Source: Space Coast Area Transit Figure 30 Space Coast Area Transit Vanpool Annual Ridership (2013 to 2017) PARATRANSIT AND DEMAND RESPONSE SERVICE Space Coast Area Transit provides demand-response service to support the mobility needs of those who are unable to utilize regular fixed route bus service because of physical or mental disability, income, age, or status. Paratransit service is generally booked in advanced and provides curb-to-curb service. Aside from regular paratransit service, Space Coast Area Transit also provides contracted routes with several not-for-profit agencies. Space Coast Area Transit is currently partnering with Brevard Achievement Center, Bridges BTC, Inc., Easter Seals, and Seniors at Lunch. Space Coast Area Transit also organizes volunteers who assist in supporting the mobility needs of elderly citizens in the County through programs such as the Volunteers in Motion program. Volunteers drive or help arrange a ride for elderly citizens needing assistance to access basic services. Demand-response transit ridership has declined since 2013, as can be seen in Figure 31. Between 2016 and 2017 the observed decline was approximately 50,000 riders, which is more than twice the decline observed between 2015 and

62 Data Source: Space Coast Area Transit Figure 31 Space Coast Area Transit Demand Response Service Annual Ridership (2013 to 2017) TRANSIT DEVELOPMENT PLAN In 2017, Space Coast Area Transit completed an update to their Transit Development Plan (TDP), which established the long-term goals of the agency. The relevant results of the TDP are summarized in Table 10. This table shows the 10 Year Implementation Plan that Space Coast Area Transit created so that transit service continues to be provided to the residents of Brevard County. 50

63 Improvement Table 10 SCAT TDP 10-Year Implementation Plan Implementation Year Annual Operating Cost Total Capital Cost Existing or New Revenues Improvements to Existing Routes Weekday Headway 30-minute or better; 5:30-10:30 Span 2020 $5,825,768 New Add 60-minute or better Saturday Service; 6:00-10:00 Span 2020 $5,672,753 $6,418,294 New Add 60-minute or better Sunday Service; 8:00-8:00 Span 2020 $818,102 New Fixed-Route Expansion Palm Bay-Malabar - within ADA coverage 2023 $315,815 $940,741 New Malabar-Degroodt-Bayside - with ADA coverage of 50% of route 2023 $593,231 $940,741 New Malabar-San Filippo-Bayside - with 100% ADA cover 2023 $708,428 $940,741 New Melbourne-Sebastian via US 1 - with ADA coverage of 60% of route 2023 $303,926 $470,370 New Palm Bay-Barefoot Bay-Sebastian via US 1 - with 100% ADA coverage 2023 $328,011 $470,370 New Flex Route Expansion Port St. Johns (Flex) - also serves ADA 2023 $585,340 $940,741 New Citrus-Canaveral-Cocoa (Flex) - also serves ADA 2023 $496,340 $940,741 New Data Source: Space Coast Area Transit: Transit Development Plan Corridor Transit Ridership Analysis Annual transit ridership is a direct measure of the demand on the bus system. An increase in boardings is indicative of effective transit operations and can improve fare box recovery rates, leading to the affordability of more transit services. 3 Space Coast Area Transit route ridership data for the 2017 fiscal year (October 2016 to September 2017) was reviewed for each study corridor. To estimate a specific route ridership along a corridor, a ratio of the overall transit route length versus the length of the corridor was applied to the annual ridership number. Table 11 displays the corridors ranked by lowest annual transit ridership. Figure 32 displays the corridors identified in Table 11. The lowest ridership corridors are located along Eau Gallie Boulevard from US 1 to Eau Gallie Causeway and S. Courtenay Parkway from Fortenberry Road and SR Space Coast Transportation Planning Organization, 2040 Long Range Transportation Plan, October 8,

64 Table 11 Top 25 Corridors ed by Lowest Annual Transit Ridership Corridor Roadway From To Annual Transit Ridership Planned Project(s) 1 1 Eau Gallie Blvd. (EB Only) US 1 Causeway 62 None 2 2 S. Courtenay Pkwy. Fortenberry Rd. SR None 5 3 Malabar Rd. San Filippo Dr. I None 4 4 Viera Blvd. Holiday Springs Rd. US Viera Company - Widening 3 5 US 1 Rosa Jones Dr. Peachtree St. 1,142 None 6 6 Sykes Creek Pkwy. SR 520 Merritt Ave. 1,364 None 10 7 Eau Gallie Blvd. (SR 518) I-95 Wickham Rd. 1,521 Intersection Wickham (Project Priorities) 16 8 Judge F Jamieson Wy. Stadium Pkwy. Lake Andrew Dr. 1,624 None 7 9 SR 520 Orange Co. I-95 1,645 None 8 10 Eau Gallie Blvd. (SR 518) Causeway SR A1A 1,704 FDOT Corridor Study (FY 18) 9 11 Sykes Creek Pkwy. Fortenberry Rd. SR 520 1,724 None Malabar Rd. (SR 514) I-95 Babcock St. 1,751 None Croton Rd. Sarno Rd. Lake Washington Rd. 1,888 None US 192 Causeway SR A1A 1,932 None Gateway Dr. Hibiscus Blvd. Nasa Blvd. 2,019 None US 1 Strawbridge Ave. Sarno Rd. 2,167 None Barnes Blvd. Murrell Rd. US 1 2,487 None Viera Blvd. Stadium Pkwy. Holiday Springs Rd. 2,568 None Palm Bay Rd. Babcock St. RJ Conlan Blvd. 2,902 Road Safety Audit (Completed 2016) Dairy Rd. Carpenter Rd. US 1 2,905 None SR 405 (South) Singleton Ave. Hopkins Ave. 2,957 None SR A1A US 192 Eau Gallie Blvd. 3,059 FDOT Resurfacing; Modal Imp John Rodes Blvd. Eau Gallie Blvd. Aurora Rd. 3,117 County Sidewalk-west side Wickham Rd. Lake Andrew Dr. Stadium Pkwy. 3,358 None Eau Gallie Blvd. (SR 518) Wickham Rd. US 1 3,883 Intersection Wickham (Project Priorities) 52

65 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 32: Top 25 Corridors with Lowest Annual Transit Ridership Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Top 25 Corridors with Lowest Annual Transit Ridership

66 Countywide Airport, Port, and Spaceport Trends While transit provides an important link of Brevard County s multi-modal network, the County s unique location allows for several other modes of transportation. This section will highlight the performance of Orlando-Melbourne International Airport, Port Canaveral, and Cape Canaveral. AIRPORT Orlando-Melbourne International Airport (MLB), Brevard County s major airport, includes three runways, eight gates, seven jetways, and a 200,000 square-foot terminal. MLB is also home to the Florida Tech Research Park which is occupied by aerospace and aviation technology companies, including three aircraft manufacturers. Aviation company Embraer is one of the primary manufacturers with two major jet assembly operations, a global customer center, and an engineering and technology facility located at MLB. Embraer employs nearly 600 people, tapping into the talent pool left behind by the end of NASA s Space Shuttle Program. Embraer recently expanded their manufacturing facility with the plan to move two other business jet manufacturing to MLB. This will bring Embraer s total investment at MLB to $100 million, plus more than 1,000 high-wage jobs. 4 MLB recently released an updated Master Plan with details on future developments on airport properties. The Master Plan projects an average annual growth rate of 5.5 percent in passenger enplanements, with alternate international charter and high growth scenarios of 6.1 percent and 8.3 percent, respectively, included as well. The Master Plan includes runway improvements, more than doubling the number of gates for commercial access, parking improvements, and other various facilities improvements. One priority identified in the Master Plan is the creation of a cargo facility at the airport in conjunction with attracting air cargo service to MLB. Additionally, the need to reconstruct all three runways and build a new air traffic control tower were included in the Master Plan. These projects are currently underway. 5 MLB generates more than $2.5 billion annually in economic activity, with more than 6,000 people who work daily at the airport and for the airport s tenants. 4 Since 2013, MLB enplanements have been relatively steady with an average growth rate less than 1 percent (see Figure 33). MLB enplanements as projected by the airports updated Master Plan are in Figure 34. Other peer, non-hub airports across Florida had an average enplanement increase of 1.2 percent between 2016 and 2017, with a majority of that increase observed at Gainesville Regional Airport (5.93 percent). Since 2013, statewide non-hub airports averaged 1.35 percent growth per year. Northeast Florida Regional was the only airport to experience a decrease over the past year and its decrease was significant (-59.9 percent). Note that the current SOS has an updated list of comparison non-hub airports due to FAA reclassifications. See Figure 35 for the five-year (2013 to 2017) enplanement comparison between MLB and other peer airports. 4 Orlando Melbourne International Airport 2016 Annual Report

67 Data Source: Federal Aviation Administration passenger and cargo data extracted from the Air Carrier Activity Information System. Passenger boarding and all-cargo data is collected for a full calendar year and released in October the following year. Data for this year s SOS reflects calendar year statistics. Figure 33 MLB Total Passenger Enplanements (2013 to 2017) Data Source: Historical data: Federal Aviation Administration passenger and cargo data extracted from the Air Carrier Activity Information System. Passenger boarding and all-cargo data is collected for a full calendar year and released in October the following year. Data for this year s SOS reflects calendar year statistics. Future projection: MLB Master plan Update (April 2018) Figure 34 MLB Total Passenger Enplanements (Historical and Projected) ( ) 55

68 Data Source: Federal Aviation Administration passenger and cargo data extracted from the Air Carrier Activity Information System. Passenger boarding and all-cargo data is collected for a full calendar year and released in October the following year. Data for this year s SOS reflects calendar year statistics. Figure 35 MLB and Peer Airports, Total Passenger Enplanements (2013 to 2017) SEAPORT Port Canaveral is one of the busiest ports in the country serving cruise, cargo, and naval functions. Port Canaveral s net economic impact upon Central Florida reached $3.5 billion and plans to increase that number to $10 billion in the next decade. Based upon predictions, the Port is preparing for the cruise business to double and the cargo business to increase 20-fold within the next 10 years. The State s focus on improving cargo capacity at each of its ports, as well as Port Canaveral s cargo endeavors, are intended to increase cargo traffic at Port Canaveral. This potential increase in cargo, and subsequent freight traffic volumes, should be a consideration for future planning and decision-making. 6 Port Canaveral recently adopted a new 30 Year Strategic Vision Plan. This plan contained projections of almost 9,000,000 cruise passengers and over 30,000,000 tons of cargo in Also included in this strategic vision plan are planned improvements in not only the cruise and cargo components of the port, but also a commercial fishing area, parks, marine recreation, and commercial development. 6 Port Canaveral Report/Directory

69 Passenger Cruise Activity Port Canaveral is the second largest cruise port in the world, with 4.2 million passengers in This shows a growth of one percent from last year (see Figure 36). The state overall saw a four percent increase in embarkations (see Figure 37). In 2017, Port Miami, Port Canaveral, and Port Everglades occupied the top three positions as busiest cruise ports in the state (see Table 12). In order to support the projected over 8 million passengers in 2039 and beyond, Port Canaveral is looking to add 3 new terminals, update an existing berth, and build a transportation center with rental cars and additional parking. This projection and project needs are from the newly updated Port Canaveral Master Plan which incorporated market capture, historical trends, and vessel deployment as factors in the projection. Port Canaveral supports not only homeported ships but is also a significant port of call for other cruise ships. This leads to a higher utilization of each terminal than any other cruise port. In 2016, the Canaveral Port Authority completed $137 million in capital projects, including $45 million in renovations to 24-year-old Cruise Terminal 5, increasing its capacity from 2,500 to 3,500 passengers. In addition, 21-year old Cruise Terminal 10 was renovated with a capacity increase from 3,200 to 5,500 passengers. Cruise Terminal 8, the Disney Terminal, also received a $2-million upgrade. In 2017, almost 30 percent of the State s cruise passenger departures were from Port Canaveral. Data Source: Port Canaveral s 2017 Annual Report Figure 36 Port Canaveral Total Annual Cruise Passengers (2013 to 2017) 57

70 Data Source: Port Authorities Annual Status Reports Figure 37 Florida Statewide Cruise Passenger Departures (2013 to 2017) Table 12 Cruise Passengers by Departure Port (2013 to 2017) (in Thousands) Port to 2017 Change (%) Port Canaveral 3,718 3,864 3,860 4, % Miami 4,079 4,939 4,916 5, % Port Everglades 3,601 3,880 3,622 3, % Tampa % Jacksonville % State Total 12,437 13,753 13,448 13,891 14,457 4% Data Source: Port Authorities Annual Status Reports Port Cargo Activity Port Canaveral cargo traffic comprises the smallest volume of all the ports in the State (see Table 13) but saw a nine percent increase in cargo tonnage from 2016 to 2017 and is expected to grow significantly through In 2016, the Port invested more than $44 million in widening and deepening the harbor and $15.2 million in cargo terminals and backup areas. Additionally, over the course of the planning study, the port is expected to make improvements with berth upgrades, new terminals including an auto terminal and liquified natural gas (LNG) terminal. Additionally, new berths for spaceport support as well as road and security upgrades. 58

71 Table 13 Waterborne Cargo Tonnage for Florida Ports ( ) (In Thousands) Port to 2017 Change (%) SPACEPORT Port Canaveral 3,875 3,362 4,207 5,500 5,991 9% Miami 7,981 7,700 8,614 8,778 9,162 4% Port Everglades 22,452 23,273 24,001 24,681 25,302 3% Tampa 34,963 36,218 37,374 37,525 38,102 2% Jacksonville 8,179 8,300 8,200 8,717 9,330 7% Total Cargo Tons 77,450 78,853 82,396 85,201 87,887 3% Data Source: Port Authorities Annual Status Reports The SCTPO has the unique role of including space freight and travel as part of its transportation system planning. Brevard County is home to the Kennedy Space Center (KSC) and Cape Canaveral Air Force Station (CCAFS), collectively the Cape Canaveral Spaceport (CCS). These facilities are transitioning to accommodate an increasing number of commercial launches, in addition to government launches. Figure 38 Space Florida Vision 2020 Space Florida was created in 2006 by the Florida Legislature to coordinate all space-related issues in Florida. The SCTPO assisted Space Florida in developing a statewide spaceport system plan. This is the first statewide spaceport system plan in the United States and will strengthen Florida s multi-modal infrastructure for space transportation. Space Florida recently published the 2018 update to the spaceport system plan as an interim update before a comprehensive system plan update in Space Florida has developed the Vision 2020 strategy, targeting 10 commercial markets across science, security, and tourism fields. Florida is well positioned to be home to these markets due to the existing launch capabilities, skilled workforce, and infrastructure assets. In addition to attracting industry, the Space Coast is also a major tourist draw 7 _FINAL Low-Res.pdf 59

72 for the area. The SCTPO also worked with Space Florida, the KSC, and CCAFS to develop the CCS Complex Master Plan and the KSC Master Plan. The CCS Complex Master Plan was updated in January 2017 to identify future development needs. Cape Canaveral Spaceport is the most capable orbital spaceport worldwide with an annual lift capacity of over 400 metric tons and is only one of two spaceports worldwide which support the full range of launch vehicle classes. 8 CCS has had an average of 16 launches per year the past 5 years. Over the next 5 years, this is expected to increase to more than 50 launches per year (see Figure 39). This is not only going to increase demand on the spaceport, but also the supporting intermodal transportation connections. The 2017 update identified improvements needed both to spaceport facilities as well as other modal improvements needed to support space operations. Roadway improvements include roadway widening, bridge improvements, and various launch and landing facility improvements. 7 Data Source: launches-year-cape/ ; Figure 39 Past Space Missions with Future Launch Prediction The 30-year-old shuttle program had 135 missions ending with the launch of Shuttle Atlantis in July Since the end of the program, NASA has contracted with both SpaceX and Boeing to restart manned missions to the International Space Station (ISS). 9 The first manned mission under this Commercial Crew Program is scheduled for late 2018/early

73 Pedestrian and Bicycle Facilities 61

74 PEDESTRIAN/BICYCLE FACILITIES Pedestrian and bicycle facilities are important infrastructure elements for multimodal development in Brevard County. In order to evaluate the current transportation system and understand the gaps for pedestrian and bicycle mobility, identifying corridors with no pedestrian and bicycle facilities or only having partial facilities is utilized as a measure to identify corridors where gaps may need to be filled. Table 14 and Table 15 display the corridors ranked by percent of length without pedestrian and bicycle facilities. Figure 40 and Figure 41 display the top 25 corridors with only partial pedestrian and bicycle facilities. Figure 42 and Figure 43 display where no pedestrian and bicycle facilities are present. Of all the 218 corridors, there are 37 corridors with no pedestrian facilities and 104 corridors with no bicycle facilities. Note that limited access facilities were not considered in this section. This includes SR 528, SR 407, and SR 401, as well as I-95 which is not included in any of the analyses for other sections. 62

75 Table 14 Top 25 Corridors ed by Percent of Length without Pedestrian Facilities Corridor Roadway From To Percent of Length without Pedestrian Facilities Planned Project(s) 1 1 Cox Rd. SR 520 SR % None 2 2 US 192 Simon Rd. I-95 98% None 3 3 Parrish Rd. Holder Ave. US 1 97% None 4 4 Babcock St. Grant Rd. Malabar Rd. 97% Widening (Design FY 20) 5 5 Malabar Rd. (SR 514) Babcock St. US 1 95% Widening (Design FY 21-22) 6 6 Clearlake Rd. Pluckebaum Rd. SR % None 7 7 N. Courtenay Pkwy. (SR 3) N Ramps SR 528 Space Commerce Wy. 93% Resurfacing 8 8 US 1 SR 46 Volusia Co. 92% None 9 9 Apollo Blvd. Airport Rd. Sarno Rd. 90% None Pluckebaum Rd. Clearlake Rd. Fiske Blvd. 90% None SR 520 Orange Co. I-95 90% None Ellis Rd. John Rodes Blvd. Wickham Rd. 89% Widening (ROW FY 21-23) SR 46 Fawn Lake Blvd. I-95 89% None N. Tropical Trl. Grant Rd. N Courtenay Pkwy. 89% None US 1 Barnes Blvd. Eyster Blvd. 88% None Nasa Blvd. Wickham Rd. Eddie Allen Rd. 87% None John Rodes Blvd. Eau Gallie Blvd. Aurora Rd. 86% County Sidewalk-west side Sarno Rd. (SR 5054) Eau Gallie Blvd. Wickham Rd. 84% SCTPO Corridor Planning Study (Complete FY 19) Barna Ave. SR 405 Park Ave. 83% None Micco Rd. Babcock St. US 1 82% None Canaveral Groves Blvd. Pine St. US 1 80% None SR 405 (South) SR 50 Singleton Ave. 80% Intersection Improvements S. Tropical Trl. S Courtenay Pkwy. SR % None Wickham Rd. Nasa Blvd. Sarno Rd. 80% None Plumosa St. Cone Rd. Merritt Ave. 79% None 63

76 Table 15 Top 25 Corridors ed by Percent of Length without Bicycle Facilities Corridor Roadway From To Percent of Length without Bicycle Facilities Planned Project(s) 1 1 Nasa Cswy. Us 1 Space Commerce Way 96% Bridge Replacement (PD&E FY 19) 2 2 Canaveral Groves Blvd. Pine St. US 1 96% None 3 3 Barna Ave. SR 405 Park Ave. 94% None 4 4 Pt St. John Pkwy. I-95 Grissom Pkwy. 92% None 6 5 Eau Gallie Blvd. (SR 518) Wickham Rd. US 1 90% Intersection Wickham (Project Priorities) 7 6 Singleton Ave. SR 405 (South St.) SR 46 90% None 8 7 Pinehurst Ave./Holiday Springs Rd. Wickham Rd. Viera Blvd. 88% None 9 8 St. Andrews Blvd. Pineda Cswy. Wickham Rd. 84% None 10 9 SR 406 (Garden St.) Carpenter Rd. I-95 84% None US 1 (NB Washington) Grace St. Garden St. 83% FDOT Corridor Study (FY 19) Micco Rd. Babcock St. US 1 83% None Carpenter Rd. Fox Lake Rd. SR 46 82% None 5 13 US 1 (SB Hopkins Ave.) Garden St. Grace St. 80% None US 1 RJ Conlan Blvd. Strawbridge Ave. 80% None Eau Gallie Blvd. (EB Only) US 1 Causeway 79% None Wickham Rd. Murrell Rd. Lake Andrew Dr. 78% None Turtlemound Rd. Eau Gallie Blvd. Pinecone Rd. 77% None Fox Lake Rd. Carpenter Rd. South St. 75% None Grissom Pkwy. Port St. John Pkwy. Kings Hwy. 75% None Clearlake Rd. (SR 501) Michigan Ave. SR % FDOT Widening (Design FY 19) Evans Rd. US 192 Nasa Blvd. 73% Intersection US 192 (ROW FY 21-23) Grissom Pkwy. Kings Hwy. SR % None Sykes Creek Pkwy. Merritt Ave. N Banana River Dr. 69% None SR 405 (South) Singleton Ave. Hopkins Ave. 67% None Airport Rd. US 192 Apollo Blvd. 66% None 64

77 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 40: Top 25 Corridors with Only Partial Pedestrian Facilities Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Corridors with Only Partial Pedestrian Facilities

78 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 41: Top 25 Corridors with Only Partial Bicycle Facilities Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Corridors with Only Partial Bicycle Facilities

79 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 42: Corridors without Pedestrian Facilities Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Corridors without Pedestrian Facilities

80 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 43: Corridors without Bicycle Facilities Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Corridors without Bicycle Facilities

81 Countywide Safety 69

82 COUNTYWIDE SAFETY Countywide Safety Analysis Methodology To assess the safety needs and assess safety trends at the Countywide level, the following safety metrics were reviewed: Crash Frequency Countywide, Intersections, and Non-SIS Corridors; Crash Severity; and Emphasis Areas from the FDOT Strategic Highway Safety Plan (SHSP). The remainder of this section outlines the data collection, the crash mapping, and the analysis methodology for the specific safety metrics analyzed. DATA COLLECTION Crash data for this report was obtained from the University of Florida s Signal Four Analytics (S4) Database for the years 2013 to S4 is an interactive, web-based system designed to support crash mapping and analysis needs in the state of Florida. Developed by the GeoPlan Center at the University of Florida, crash reports are collected from law enforcement officers at crash sites throughout the state and transmitted nightly to the GeoPlan Center to be loaded into the S4 database. S4 has developed descriptive names for each crash data code to make the crash data more user-friendly. The FDOT Crash Analysis Reporting System (CARS) was not utilized for this analysis due to the lag in available current year (2017) crash data. Per the date of the report, only crash data up through 2015 was certified, thus the data would be incomplete if CARS data was utilized. CONSOLIDATION AND MAPPING S4 data was obtained for the state, county, and local roadways within Brevard County. In this edition of the SOS, crashes on all roads Countywide were reviewed and summarized for the crash performance measures outlined in the Countywide Performance Measures Countywide Performance Measures section. There were 71,396 crashes on all Brevard County roadways from 2013 to For the rest of the trends discussed in this section, only crashes which occurred on the SOS roadway network were considered (see Figure 2 for the SOS roadway network). For the purposes of the following safety analysis, 52,465 crashes were mapped and analyzed on SOS roadways. CRASH ANALYSIS METHODOLOGY AND CATEGORIZATION The Countywide SOS crash analysis began by excluding all crashes that did not occur on SOS roadways. This was done by using a 75 buffer to select only crashes occurring in close proximity to the SOS roadways. It is important 70

83 to note that a 50 buffer was used in 2016, but this buffer was increased to 75 in 2017 to capture more crashes occurring on wider roadways. This did increase the number of crashes analyzed in 2017 thus comparing crash data between this year and 2016 is not comparing apples to apples. The various safety metrics in this section are summarized in 5-year increments to reduce the year-to-year anomalies and/or change in data reporting. Continuing with the methodology from previous editions of the SOS, intersection and corridor crashes were analyzed separately. An intersection, in this analysis, is defined as the point where two SOS roadways intersect. An intersection crash is defined as a crash occurring at or within 250 of an intersection. The crashes not coded at an intersection were considered to occur along a SOS roadway corridor. Additionally, crashes on SIS roadways (I-95 and SR 528) and Non-SIS roadways (all other SOS roadways) were analyzed separately. ROADWAY TYPES Roadways in the county were divided into two categories: SIS and Non-SIS. SIS roadways are those that are significant at the state and interregional level, contain all forms of transportation for moving both people and goods, and integrate individual facilities into a complete, interconnected transportation network. SIS facilities in Brevard County include I-95 and SR 528. Non-SIS roadways include all other roadways within the SOS network. CRASH SEVERITY ANALYSIS In order to gain an understanding of the severity of crashes, a crash severity score was calculated for each intersection and corridor based on the Highway Safety Manual s Equivalent Property Damage Only (EPDO) Average Crash Frequency method. This method considers the FDOT crash costs for property damage, possible injury, non-incapacitating injury, and incapacitating injury and fatal crashes. On average, fatal crashes cost $10.56 million, incapacitating injury crashes cost $599,040, non-incapacitating injury crashes cost $162,240, possible injury crashes cost $100,800, and property damage only (PDO) crashes cost $7,600. Locations with a higher severity score are experiencing more severe crashes, based on the FDOT crash costs. The score is calculated by multiplying the number of fatal, incapacitating injury, non-incapacitating injury, possible injury and PDO crashes at each intersection and corridor by a weighting factor developed based on the FDOT crash costs noted above. The weighting factors used can be found in Table 16. A sample of this calculation is also provided below. 71

84 Table 16 Weighting Factors for Crash Severity Score Severity Crash Cost 11 Ratio Weighting Factor Fatal $10,560,000 $10,560,000 / $7,600 1,389 Incapacitating Injury $599,040 $599,040 / $7, Non-Incapacitating Injury $162,240 $162,240 / $7, Possible Injury $100,800 $100,800 / $7, PDO $7,600 $7,600 / $7,600 1 Example: Severity Score Calculation for SR 50 between the Orange County Line and I PDO crashes x 1 = non-incapacitating injury crashes x 21 = fatal crashes x 1,389 = 2,778 Total EPDO severity score = 3,226 Crash Frequency Analysis COUNTYWIDE SOS ROADWAY NETWORK From 2013 to 2017, 52,465 crashes occurred on Brevard County SOS roadways. Of those 52,465 crashes, 15,609 occurred at intersections of SOS roadways (29.8 percent), 32,648 occurred along Non-SIS corridors (62.2 percent), and 4,208 occurred along I-95 and SR 528 (8.0 percent). Over the previous five year reporting period (2012 to 2016), 45,628 total crashes were reported with 13,937 occurring at intersections (30.6 percent), 28,709 occurring on Non-SIS corridors (62.9 percent), and 2,982 occurring on SIS corridors (6.5 percent). The County has observed a 15.0 percent increase in overall crashes from the 2012 to 2016 and 2013 to 2017 reporting periods, although part of this increase is due to the shift from a 50 to 75 buffer in the analysis stage described earlier. The overall increase was primarily due to the 3,939 crash increase (13.7 percent) observed along Non-SIS corridors. As displayed in Figure 44, crashes increased from 2013 to 2015 and decreased in 2016 and Figure 45 shows the rolling fiveyear averages for the Countywide SOS network dating back to There has been a steady increase in the fiveyear rolling crash totals in this time. 11 January 2016 FDOT Plans Preparation Manual, Volume 1, Chapter 23, Section 5.y.1 72

85 Figure 44 Countywide SOS Crashes and AADT by Year ( ) NON-SIS CORRIDORS Figure 45 Countywide Rolling Average Crashes ( ) A total of 32,648 crashes were reported and mapped on Non-SIS corridors over the five-year study period from 2013 to The number of Non-SIS corridor crashes increased from 2013 to 2015 and decreased in 2016 and 2017, with 2015 observing the highest number of crashes (21.2 percent of Non-SIS corridor crashes). Overall, Non- SIS corridor crashes have increased from the previous five-year analysis (28,709 crashes reported from 2012 to 2016). The crash frequency by year is displayed in Figure 46. Figure 47 shows the rolling five-year averages for the Non-SIS roadways dating back to There has been a steady increase in the five-year crash totals in this time. 73

86 Figure 46 Corridor Crashes by Year ( ) Figure 47 Corridor Rolling Average Crashes ( ) SOS INTERSECTIONS Crashes occurring within an intersection influence area of 250 were classified as an intersection related crash in this analysis. There were 15,609 intersection related crashes at Brevard County SOS intersections from 2013 to The number of intersection related crashes increased every year from 2013 to 2016 and decreased in 2017, with 2016 observing the highest number of crashes (21.0 percent of intersection crashes). Overall, intersection crashes have increased from the previous five-year analysis (14,574 crashes reported from 2012 to 2016). The crash frequency by year is displayed in Figure 48. Figure 49 shows the rolling five-year averages for SOS intersections dating back to There has been a steady increase in the five-year crash totals in this time. 74

87 Figure 48 Intersection Crashes by Year ( ) Figure 49 Intersection Rolling Average Crashes ( ) For the intersection rankings, only vehicle crashes were analyzed. The majority of the high vehicle crash intersections based on frequency are in Melbourne and Palm Bay, with the highest crash intersections being along these roadways: Minton/Wickham Road (10), Babcock Street (6), Palm Bay Road (2), Eau Gallie Boulevard (2) and US 192 (2). Table 17 and Figure 50 display the top 25 crash frequency intersections in the County. It is important to note that some corridors can move dramatically in these rankings. The following crash frequency intersections rose or fell more than 10 spots from Palm Bay Road and Dairy Road: o 2016 ing: 36, 2017 ing: 25 o Reason for Move: Crashes at this intersection increased by 33% 75

88 Intersection Table 17 Top 25 Crash Frequency Intersections Location Vehicle Crash Frequency Planned Project(s) 1 1 Babcock St.@Palm Bay Rd. South 76.6 Safety Audit Completed Eau Gallie Blvd.@US 1 South 54.2 None 5 3 Minton Rd.@Emerson Dr. South 52.6 Safety Audit Completed Wickham Rd.@Sarno Rd. South 51.8 Safety Audit Completed Babcock St.@Malabar Rd. South 50.6 Safety Audit Completed Wickham Rd.@US 192 South 49.0 Intersection Imp. (CST FY 19) 4 7 Malabar Rd.@San Filippo Dr. South 48.0 None 9 8 SR 520@S. Courtenay Pkwy. Merritt Island 45.6 ITS Expansion Project 8 8 Lake Washington Rd.@Wickham Rd. South 45.6 Intersection Improvement (Project Priorities) S. Patrick Dr.@Eau Gallie Blvd. Beaches 44.2 FDOT Corridor Study (FY 19) Eau Gallie Blvd.@Wickham Rd. South 42.2 Intersection Improvement (Project Priorities) Hollywood Blvd.@Palm Bay Rd. South 39.8 None Lake Andrew Dr.@Wickham Rd. Central 37.6 None Post Rd.@Wickham Rd. South 36.4 None Babcock St.@Hibiscus Blvd. South 35.0 None University Blvd.@Babcock St. South 35.0 None Wickham Rd.@Aurora Rd. South 34.4 Intersection Improvement (Project Priorities) US 1@US 192 South 34.0 None Evans Rd.@US 192 South 33.8 Intersection US 192 (ROW FY 21-23) US 192@Babcock St. South 33.6 None Port Malabar Blvd.@Babcock St. South 32.8 None Palm Bay Rd.@Minton Rd. South 32.2 Safety Audit Completed SR AIA@SR 520 Beaches 31.8 Intersection SR 520 (FY 19) Pineda Cswy.@Wickham Rd. South 31.4 None Palm Bay Rd.@Dairy Rd. South 30.0 None Eau Gallie Blvd.@John Rodes Blvd. South 30.0 None 76

89 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 50: Top 25 Crash Frequency Intersections Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Top 25 Intersections with Highest Vehicular Crash Frequency

90 Crash Severity Analysis During the study period, a total of 322 fatal, 16,039 injury, and 36,104 PDO crashes were reported along the SOS roadway network. Figure 51 illustrates the overall yearly increase of PDO and injury crashes over the last five years. The number of fatal crashes has remained relatively steady, with an average of 58 crashes per year, while the injury crashes have increased by approximately 50 percent since 2013 and the PDO crashes have increased by approximately 60 percent since Figure 52 shows the rolling five-year averages for SOS network crash severity dating back to There has been a steady increase in the five-year crash totals in this time. Figure 51 Countywide Crash Severity by Year ( ) 78

91 CRASH SEVERITY INTERSECTIONS Figure 52 Countywide Crash Severity Rolling Averages ( ) A severity score was calculated for each SOS intersection. Table 18 and Figure 53 provide the top 25 vehicle crash severity intersections in the County based on severity score. The top 25 high crash intersections based on severity are mainly south of SR 528, with a majority located in the Cocoa, Melbourne, and Palm Bay areas. Thirteen of the top 25 crash severity intersections were located along US 1 (4), Minton/Wickham Road (3), SR 520 (3) Babcock Street (2), and Barnes Boulevard (2). It is also important to note that some corridors can move dramatically in these rankings. The following crash severity intersections rose or fell more than 10 spots from SR 520 and S. Courtenay Parkway: o 2016 ing: 34, 2017 ing: 5 o Reason for Move: Began using the five category EPDO score in 2017 instead of the three category EPDO score used in 2016, which skewed the score at some locations. Additionally, there was a fatal crash that raised the score. N. Courtenay Parkway and Crockett Boulevard: o 2016 ing: 51, 2017 ing: 8 o Reason for Move: Began using the five category EPDO score in 2017 instead of the three category EPDO score used in 2016, which skewed the score at some locations. Additionally, there was a fatal crash that raised the score. 79

92 Fiske Boulevard and Barnes Boulevard: o 2016 ing: 71, 2017 ing: 12 o Reason for Move: Began using the five category EPDO score in 2017 instead of the three category EPDO score used in 2016, which skewed the score at some locations. Additionally, there was a fatal crash that raised the score. Grissom Parkway and Canaveral Groves Boulevard: o 2016 ing: 109, 2017 ing: 14 o Reason for Move: Began using the five category EPDO score in 2017 instead of the three category EPDO score used in 2016, which skewed the score at some locations. Additionally, there was a fatal crash that raised the score. Eau Gallie Boulevard and Turtlemound Road: o 2016 ing: 166, 2017 ing: 20 o Reason for Move: Began using the five category EPDO score in 2017 instead of the three category EPDO score used in 2016, which skewed the score at some locations. Additionally, there was a fatal crash that raised the score. I-95 and SR 46: o 2016 ing: 33, 2017 ing: 22 o Reason for Move: Began using the five category EPDO score in 2017 instead of the three category EPDO score used in 2016, which skewed the score at some locations. Dairy Road and Henry Avenue: o 2016 ing: 146, 2017 ing: 23 o Reason for Move: Began using the five category EPDO score in 2017 instead of the three category EPDO score used in 2016, which skewed the score at some locations. Additionally, there was a fatal crash that raised the score. 80

93 Intersection Table 18 Top 25 Crash Severity Intersections Location Vehicle Crash Severity Score Planned Project(s) 5 1 Babcock St.@Palm Bay Rd. South 645 Safety Audit Completed SR 524@I-95 Central 639 None 2 3 Wickham Rd.@Sarno Rd. South 495 Safety Audit Completed US 1@US 192 South 484 None 34 5 SR 520@S. Courtenay Pkwy. Merritt Island 480 ITS Expansion Project 9 6 Eau Gallie Blvd.@Wickham Rd. South 479 Intersection Improvement (Project Priorities) 16 7 US 1@Canaveral Groves Blvd. North 452 None 51 8 N. Courtenay Pkwy. (SR 3)@Crockett Blvd. Merritt Island 424 ITS Expansion Project 13 9 SR 520@Plumosa St. Merritt Island 409 None Murrell Rd.@Barnes Blvd. Central 407 None Minton Rd.@Emerson Dr. South 379 Safety Audit Completed Fiske Blvd.@Barnes Blvd. Central 370 Resurfacing US 1@Michigan Ave. Central 352 Safety Audit Completed Grissom Pkwy.@Canaveral Groves Blvd. North 346 None 1 15 SR 520@Friday Rd. Central 343 None 7 16 Clearlake Rd.@Rosetine St. Central 340 Safety Audit Completed US 1@Florida Ave. Central 336 None SR 50@Sisson Rd. North 334 Intersection Improvements Merritt Ave.@Plumosa St. Merritt Island 333 None Eau Gallie Blvd.@Turtlemound Rd. South 332 None Babcock St.@Grant Rd. South 330 Widening SR 46@I-95 North 329 None Dairy Rd.@Henry Ave. South 323 None SR 405 (South)@Fox Lake Rd. North 317 None Pineda Cswy.@I-95 South 316 None 81

94 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 53: Top 25 Crash Severity Intersections Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Top 25 Intersections with Highest Vehicular Crash Severity Score

95 FATAL CRASH SUMMARY The Federal Highway Administration (FHWA) released a Notice of Proposed Rule Making (NPRM) regarding safety performance measures. This NPRM identified the following four performance measures to establish safety targets: Fatalities per vehicle miles traveled (VMT); Serious injuries per VMT; Number of fatalities; and Number of serious injuries. Table 19 displays the fatal crashes on SIS and Non-SIS facilities for the previous five year analysis periods. For both the SIS and Non-SIS facilities, fatal crashes per million VMT increased from the previous five year reporting period, partially due to 75 buffer used, and the additional fatal crashes observed. Due to limitations in the crash reporting data sets, serious injury crashes will not be summarized. The fatal crashes on Non-SIS roadways within the County are mapped on Figure 54. Table 19 Fatal Crashes per Million VMT Year Facility VMT (Million Miles) Fatal Crashes Fatal Crashes/MVMT 2009 to to to to to 2017 SIS Non-SIS SIS Non-SIS SIS Non-SIS SIS Non-SIS SIS Non-SIS It is important to note the two of the 2017 SOS baseline measures involve fatal crashes. As discussed earlier in the report, the baseline measures include fatal pedestrian and bicycle crashes, as well as fatal vehicle crashes. There were 22 fatal pedestrian or bicycle crashes in 2017, which was a decrease from the 33 crashes in Likewise, there were 43 fatal vehicle crashes in 2017, which was also a decrease from the 48 crashes in

96 Space Coast Transportation Planning Organization 2017 State of the System Report Figure 54: Fatal Crashes on Non-SIS Facilities Titusville Cape Canaveral Cocoa Rockledge Cocoa Bch Palm Shores Satellite Bch Indian Harbour Bch Melbourne Vlg W Melbourne Indialantic Melbourne Bch Malabar Palm Bay Grant Valkaria Legend Fatal Crashes

97 FDOT Strategic Highway Safety Plan (SHSP) Emphasis Areas The final countywide safety metrics reviewed relates to emphasis areas identified in the FDOT 2016 SHSP: Lane Departure Crashes; Impaired Driving Crashes; Pedestrian and Bicycle Crashes; Intersection Crashes; Occupant Protection (S4 crash data does not report whether an occupant was wearing a seatbelt during a crash thus this metric cannot be assessed); Motorcycle Crashes; Aging Road User and Teen Crashes (S4 crash data does not report driver age thus this metric cannot be assessed); Commercial Motor Vehicle Crashes (S4 does not report vehicle type thus this metric cannot be assessed); Speeding and Aggressive Driving Crashes (S4 crash data does not report contributing cause thus this metric cannot be assessed); Distracted Driving Crashes; Work Zone Related Crashes (this metric was not assessed in this edition of the SOS); and Traffic Records and Information Systems (not an applicable crash specific reporting metric). The following sections identify countywide crash trends relating to the various emphasis areas. LANE DEPARTURE CRASHES Lane departure crashes include running off the road, rollover, hitting a fixed object, crossing the center median into an oncoming lane of traffic and sideswipe crashes. These types of crashes generally occur on roadways without curb and gutter or a center raised median separating opposing travel lanes. A total of 7,151 lane departure crashes occurred during the study period on Non-SIS facilities. The number of lane departure crashes increased by 579 (8.8 percent) compared with 2012 to 2016 data (6,571 crashes). Lane departure crashes were reviewed based upon number of crashes over the five-year study period to identify any upward or downward trends. The number of lane departure crashes have steadily decreased from 2013 to The results of the year by year analysis are shown in Figure 55. Figure 56 shows the rolling five-year averages for the lane departure crashes dating back to The five-year totals decreased slightly in the period, before increasing once again in the period. 85

98 Figure 55 Lane Departure Crashes by Year ( ) IMPAIRED DRIVING CRASHES Figure 56 Lane Departure Rolling Average Crashes ( ) Impaired driving crashes include alcohol and drug-impaired crashes. Alcohol impaired is defined as a blood alcohol concentration of 0.08 percent or above. The impaired driving crashes were analyzed by sorting through the data for alcohol or drug related crashes. If the crash was coded with drugs or alcohol involved, then the crash was considered an impaired driving crash. A total of 1,282 impaired driving crashes occurred during the study period on the Non- SIS facilities. The number of impaired driving decreased by approximately 73 (6.0 percent) compared with the 2012 to 2016 data (1,209 crashes). 86

99 Impaired driving crashes were reviewed based upon number of crashes over the five-year study period to identify any upward or downward trends. An increasing trend in the number of impaired driving crashes in Brevard County was observed from 2013 to 2014, resulting in the highest number of impaired driving crashes observed (292 crashes in 2014). The number of impaired driving crashes then decreases from 2014 to The results of the year by year analysis are shown in Figure 57. Figure 58 shows the rolling five-year averages for the impaired driving crashes dating back to The five-year crash totals have remained fairly steady in this time. Figure 57 Impaired Driving Crashes by Year ( ) Figure 58 Impaired Driving Rolling Average Crashes ( ) 87

100 PEDESTRIAN CRASH TRENDS During the 2013 to 2017 crash analysis period, there were a total of 543 pedestrian crashes reported along Non-SIS corridors throughout Brevard County. As illustrated in Figure 59, pedestrian crashes have ranged from 99 to 119 crashes per year with the highest number of pedestrian crashes occurring in The number of pedestrian crashes per year was relatively constant between 2013 and 2014 but a spike in crashes was observed in Figure 60 shows the rolling five-year averages for the pedestrian crashes dating back to Figure 59 Pedestrian Crash Frequency by Year (2013 to 2017) Figure 60 Pedestrian Rolling Average Crashes (2019 to 2017) 88

101 BICYCLE CRASH TRENDS There was a total of 723 reported bicycle crashes on Non-SIS roadway segments in Brevard County from 2013 to Figure 61 illustrates the bicycle crash frequency trends from 2013 to Brevard County saw a high of 167 bicycle crashes in 2014, but a decrease was observed the following years in 2015 and Figure 62 shows the rolling five-year averages for bicycle crashes dating back to There has been a steady increase in the fiveyear crash totals in this time. Figure 61 Bicycle Crash Frequency by Year (2013 to 2017) Figure 62 Bicycle Rolling Average Crashes (2009 to 2017) 89

102 MOTORCYCLE CRASH TRENDS There was a total of 1,088 reported motorcycle crashes on Non-SIS roadway segments in Brevard County from 2013 to Annual motorcycle crash frequencies were the lowest in 2017 (201 crashes) and increased to a high of 226 crashes in 2015 and Figure 63 illustrates the motorcycle crash frequency trends from 2013 to The annual motorcycle crash frequency had been increasing since 2013 but decreased in Figure 64 shows the rolling five-year averages for motorcycle crashes dating back to The five-year crash totals have remained fairly steady in this time. Figure 63 Motorcycle Crash Frequency by Year (2013 to 2017) Figure 64 Motorcycle Rolling Average Crashes (2013 to 2017) 90

103 DISTRACTED DRIVING CRASHES A total of 4,892 distracted driving crashes occurred during the study period. In the five-year analysis period, 2014 observed the highest number of distracted driving related crashes with 1,095. There was a 7 percent increase in distracted driving crashes from 2016 to The distracted driving related crashes were also reviewed based upon number of crashes over the five-year study period to identify any upward or downward trends. The number of distracted driving crashes has increased by 786 (19 percent) when compared with the 2012 to 2016 crash data (4,106 crashes). Overall, there was a decreasing trend in the number of distracted driving related crashes from 2014 to The results of the year by year analysis are shown in Figure 65. Figure 66 shows the rolling five-year averages for distracted driving crashes dating back to There has been a steady increase in the five-year crash totals in this time. Figure 65 Distracted Driving Crashes by Year ( ) Figure 66 Distracted Driving Crashes by Year ( ) 91